Track-brake.



No. 794.460. PATENTED JULY 1]., 1905.

N. B. KNUTZEN.

TRACK BRAKE.

APPLICATION FILED OUT. 31,1904- I 27 8% 76 (7 I33 I [o I I 6- J guuzntc/z UNITED STATES Patented. July 11, 1905.

NELS EDWARD KNUTZEN, OF MANITOWOC, WISCONSIN.

TRACK-BRAKE.

SPECIFICATION forming part of Letters Patent No. 794,460, dated July 11, 1905,

Application filed October 31, 1904. Serial No- 230,850.

To all whom it may concern:

Be it known that I, NELS EDWARD KNUTZEN, a citizen of the United States, residing at Manitowoc, in the county of Manitowoc and State of WVisconsin, have invented certain new and useful Improvements in Track-Brakes; and I do declare the following to be afull, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to the figures of reference marked thereon, which form a part of this specification.

My invention relates to railway-brakes, but more particularly to an emergency trackbrake which is designed to be used in connection with the ordinary air-brakes now in universal use; and my invention is in the nature of an auxiliary brake to be used only in emergencies whereby an additional brake is provided in order to bring the train to a sudden and full stop in a manner which cannot be accomplished by the ordinary air-brakes acting on the wheels of the train as are now in common use. Consequently my brake is only to be applied, when from any cause, such as the bursting of the train-pipe, or where there is reason to bring the train to a sudden and quick stop.

With these objects in View my invention consists in the novel construction of my trackbrake and in the combination of the same with the ordinary train-pipe.

My invention also consists in certain novel features of construction and in combinations of parts, which will be first fully described 'and afterward specifically pointed out in the appended claims.

Referring to the accompanying drawings, Figure 1 is an elevation illustrating the trackbrake, showing the brakes in an emergency position. Fig. 2 is a similar view showing the brakes in a released position; and Fig. 3

is a sectional view showing the valve I employ for operating the brake, the said valve being shown in Fig. 3 1n an emergency position.

Llke numerals of reference lndicate the same parts throughout the several figures, in which 1 indicates a series of braces secured to the body of the car.

2 indicates the brake-shoes, which are connected to the said braces 1 by means of a link 3, and the said brake-shoes 2 being also connected to a threaded member 1, pivoted to the shoes at 5, said member 4 entering the sleeves 6 for the purpose of adjusting the brake-shoes to the proper position for engaging the track.

7 indicates a cylinder which carries a piston 8, having a piston-rod 9, said piston-rod being connected to a bracket 10, to which the sleeves 6 are pivoted at 11.

12 indicates the train-pipe, and 13 is an auxiliary air-reservoir located, preferably, as shown, in close proximity to the cylinder 7.

1 1 indicates the valve, which is connected to the train-pipe 12 by means of the pipe 15 and which is also connected to the auxiliary reservoir 13 by means of the pipe 16. A pipe 17 also connects said valve to the cylinder 7 Referring now to Fig. 3, which shows the interior arrangement of the valve, it will be seen that a port 18 connects with the pipe 15, leading from the train-pipe. Said port 18 leads to the chamber 19, within which is located the graduating stem 20. 21 indicates a chamber above the said chamber 19 and connected thereto by means of the ports 22. Car- .ing 29, which leads to the port 31 and leads to the pipe 17, which connects the valve with the cylinder 7. In the side of the chamber 21, near the top thereof, is a feed-groove 32,

ried in said chamber 21 is a piston 28, carry o and in the top of the piston 23 is a feedgroove 33.

Having thus described the several parts of 1 my invention, its operation is as follows: For

all ordinary purposes the usual air-brakes acting on the wheels of the train are sufiicient, and the emergency track-brake should not be used only, as before stated, when it is necessary to bring the train to a sudden and quick stop. Should, therefore, for any reasonas, for instance, the bursting of the train-pipe or any causes of emergencyit be desired to bring the train to a full quick stop, the same is accomplished as follows: The auxiliary reservoir 13 is supplied with air under pressure from the train-pipe 12. When there ispressure in the train-pipe 12, said pressure enters the valve 14 through the pipe 15 and into the port 18 in said valve, said pressure entering the chamber 19 and acts against the under side of the piston 23, raising the said piston into the position shown in the dotted line in Fig. 3. The piston therefore being" in its raised position, pressure in the chamber 19 passes into the chamber 21 through the feedgroove 32 in the side thereof and through the feed-groove 33 in the top of the piston, the said pressure passing upward out of the port 29through the pipe 16 and into the auxiliary reservoir 13. l Vhen the piston has remained in this position sufficiently long, which would not be more than sixty seconds, the pressure in the auxiliary reservoir 13 and the pressure in the train-pipe and in the chamber 19 become equalized and the piston remains in a raised position, the cavity 26 in the valve 25 bringing into connection the port 30, leading from the cylinder 7, and the port 27, leading to the atmosphere, as shown in dotted lines. This relieves all pressure from the cylinder 7, and the spring 7 which is within the cylinder 7 and under the piston 8, is of suificient strength to raise the piston 8 within the cylinder 7 and to raise the brake-shoes 2 into the released position, as shown in Fig. 2. During ordinary service application of the ordinary air-brakes the piston 8 and'track brakeshoes 2 remain in this position; but the piston 23 is forced down into what is termed service position, which movement is just sufiicient to carry the edge of the piston 23 below the feed-groove 32 in the side of the chamber 21 in order to prevent the escape of air from the auxiliary reservoir back into the train-pipe; but when from any cause there isa sudden reduction of pressure in the trainpipe 12 and chamber 19 the pressure in the auxiliary reservoir 13 suddenly forces the piston 23 down into position shown in Fig. 3, which is the emergency position. As said piston is pushed down the slide-valve 25 is carried therewith, which opens the port 30 and allows direct communication between the (Shown in Fig. 1.)

port 29, leading from the auxiliary reservoir 13, to the port 30, leading to the cylinder 7. The pressure, therefore, suddenly enters cylinder 7 and lowers the piston 8, carrying the brake-shoes 2 down into emergency position. The brakes remain in this position until the pressure in the train-pipe 12 is restored and overcomes the pressure in the auxiliary reservoir 13. When the pressure in the train-pipe 12 becomes greater than the pressure 'in the auxiliary reservoir 13, the piston 23 in the valve is again raised in the position shown in dotted lines in Fig. 3 and the auxiliary reservoir 13 is again recharged, as before described. The slide-valve 25 being also raised with the piston 23, again brings the port 30, leading from the cylinder 7, and the port 27, leading to the atmosphere, into communication, which releases the pressure in the cylinder 7 and allows the spring 7 to raise the piston and release the brake-shoes from the track.

my invention andits operation, I do not wish to be understood as limiting myself to the exact construction as herein set forth, as various slight changes may be made therein which would fall within the limit and scope of my invention, and I consider myself clearly entitled to all such changes and modifications.

What I claim as my invention, and desire to secure by Letters Patent of the United States, is

1. In a track-brake to be used in connection with the usual trainpipe, the combination with the usual automatic system for wheelbrakes of an auxiliary reservoir, a cylinder and piston, means for connecting said auxiliary reservoir with the train-pipe, means for Having thus described the several parts of connecting the said auxiliary reservoir with shoes connected to said piston and adapted to be operated thereby, means in said valve for establishing communication between the auxiliary reservoir and the said piston operated by an emergency reduction of pressure in the train-pipe, substantially as described and for the purposes set forth.

3. In an emergency-brake, the combination with the train-pipe of the usual .automatic system for wheel-brakes of avalve' connected thereto, an auxiliary reservoir connected to IIO I0 means in said valve for allowing direct communication between the said cylinder and the atmosphere, substantially as described and for the purposes set forth.

In testimony whereof I affix my signature in presence of two witnesses.

NELS EDWARD KNUTZEN.

Witnesses CHARLES E. BRADY, CHR. KNUTZEN. 

